Power transmission



u8 25, 1947- c. A. NERACHER l-:T Ax. 2,426,234 POWER TRANSMISSION k Original Filed June 26, 1941 8 Sheets-Sheet 1 l V R5.

Aug- 26; 1947 n c. A. NERACHER ET A1. 2,426,234

` roman Tmslusslon originanA Fired June 26, 1941 asusta-sneer 2 fr; u 'f' III A A l A llllllll IIIIIIIIII ATTO R N EY.

rc. A.f hlt-:mcl-IER` Er Ax. 2,426,234

Aug.` 26, 1947.

` POER TRANSIISSION original Fild June 26. 1941 8 shuts-Sheet 5 ATToRNEv:

Aug. 26, 1947. A. NERACHER m AL, il 425,234

i PWER TRNSMISSON mammal Filed Jun@ 26, 1941 e sheets-sheet 4 mug; c. A. NERAcHr-:R ET AL 2,426,234

POWER TRANSMISSION Urgn'al Filed June 25, 1941 8 Sheets-Sheet "l" ATTO RN EVS.

A. ERACHE Er A1. 2,426,234

`AugfZG, y1947.

POWER TmmslissIoN Original( Filed June 26, 1941 A8 Sheets-Sheet 8 l B i mi A TQRNEYS.

Patented Aug. 26, 1947 UNITED STATES f NParr-.irrl o Fries L. rowEaraANsrnssIoN' Carl A. Neracher and William T. Dunn, Detroit,

Mich., assignors to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware original appuaiin i June 2s, 1941, serial No.

399,804. Divided and this application June 26 194.2, Serial 190.448,544

the aforesaidcopending application Serial No.`

383,190, two shiftable sleeves are provided," a forward sleeve adapted for manualshifting and a rear sleeve adapted to be shifted by power means,V

the arrangement being such that four different driving speed rations may be obtained. A typical arrangement of final drive ratios when used with a 3.54 to 1 rear axle ratio are as follows:

First 10.37 to 1 Second sur 7.00 to 1 Third 5.48 to 1 Direct 3.54 to 1 The aforesaid transmission is further arranged so that the driver may select a high range or low range by manipulation of the manually shiftable sleeve and an automatic shift of the power operated sleeve may be obtained in each range,` For all normal driving, it is contemplated .that the manually shiftable Vsleeve will remain in its high range position Vwhich restricts thel choice of driving ratios to two, i. e., third and direct;

This means that all normal starts will be made in third speed ratioor 5.48 to 1, the vehicle being accelerated in this ratio to a speed in excess of zz claims. (ci. 74-7-335) manually shiftable sleeve. By suitably arrangingtion of .'iyto 1`. This arrangement permits a much aforesaid transmission of said application Serial No.' 383,190 was xed at 1.55to 1 (giving an overall driving ratio of 5.48 to 1) which is as low as can be 'considered lsatisfactory for i kickdown operation.

In the present invention, we have provided a transmission similar to` that described and claimed in the aforesaid Neracher et al. application Serial No. 383,190 which incorporates asecond prime mover for power actuation of the the control instrumentalitles, "wehave provided a combination wherein the rears'leeveis used for kickdown only and remains in direct drive position at all other times, while the forward sleeve is shifted by theA second prime mover means from high range to low range automatically upon slowing down of the vehicle preparatory to coming to a stop. Thus all starts may. be made in second speed ratio which provides a torque multiplicafaster start than is obtainable with a 5.48 to 1 ratioand is entirely automatic, no manual shifting of the sleeve being necessary. l

Because of the fact that one sleeve is shifted 'to obtain a suitable starting ratio and the other is shifted for kickdown operation only, no com promising of ratios is necessary and the gears constituting each of the driving arrangements may be suitably proportioned to give proper operating speeds. By decreasing the transmission kickdown ratio from 1.55 to 1 to 1.45 to 1 (with a 3.54 to 1 axle) a more favorable ratio (5.14 to M. P. H. whereupon release ofthe accelerator pedal will permit an automatic shift of the rear sleeve to direct position giving a driving ratio of 3.54 to 1. means for kickdown operation of the power shiftable sleeve whereby a return to 5.48to 1 ratio may be effected under cruising conditions when it is desired to accelerate the vehicle at a. fast rate.

It would be desirable to provide a higher ratio for starting,` in the order of 7.00 to 1, for example, to enable a faster breakaway, However. due to the fact that the same drivingratio is used for The-transmission also incorporates "4 kickdown acceleration athigh speeds as is used for starting, some compromise must be resorted to because obviously a kickdown ratio of 7.00 to 1 would cause excessive engine R. P. M. at cruising speeds without substantially increasing the speed of the vehicle. y `For this reason, the transmission gear reduction ratio controlled by therear sleeve of the vceptionally fast get-away is 1)` for high speed operationisattained land the starting ratio of 7.00 to 1 is not disturbed although the iirstspeed driving ratio is altered from 10.87

to 1 to 10.25 to 1. This highest ratio, however, is used only in cases of emergency or when an ex A desired and is `perfectly satisfactory.`V` ,l

Accordingly, it .is the principal object of the present invention `to provide a simple and economically constructed power transmission which is `adaptedfor full automatic operation.

A further `object is to provide a. transmission having a pair of shiftable sleeves, one of which is' adapted to be shifted automatically inresponse to vehicle speed and the otherv of whichis adapted -to be shifted by power means at the will of the ticularly when used with a fluid coupling. Howshiftmechanism.

ever, when an exceptionally fast start is desired,

the accelerator pedal may be fully depressed into y its kickdown range whereupon the rear sleeve will be shifted to the underdrive position giving a starting ratio of 10.25 to 1.`r Another advantage ofthe present arrangement resides in the provision made for manual aswell as power shifting of the forward sleeve. With such an arrangement, the transmission is adapted for manual operation at all times and the manual operations necessary to select proper driving speed ratios during ordinary driving are greatly reduced.

Other advantages and objects of the invention will readily become apparent from a studyof the following description:

operation oonvenientlyoperable kickdown or shift to a', re-

duction drive from direct that the aforesaidarrangement is practicable therebyobtaining ad. vantages of economy, long life and quietne'ss of operation withoutv the disadvantages of sluggish which is especially objectionable in city driving.

'I'he engine A has the customary intake manifold Il and carburetor riserA Il containing a r`throttle valve Il operable bya 'lever l1 throughout a range or movement between the illustrated closed throttle position tor engine idling and wide open throttle position. Lever i1 is adapted to be adjusted by a driver operable accelerator pedal 58 Fig. 1 is a side elevational viewof the power plant and transmission for a motor vehicle.

'swing downwardly .against s restoring `thereby Fig. 2 is a plan view somewhat diagrammatically illustrating tliepower transmisslonzas'sembly in relation tothe vehicle driving yground wheels'.

Fig. v3 is a' sectional hand shift mechanism 33ofFig.1.v

Fig. 4 is a top plan view of the Fig. 3 mechanismtaken as indicated by line 4-4 of Fig. 1.

Fig. 5 is a sectional view along line -5-5 of Fig. 1 showing a portion of the remote control shift.

Fig. 6 isl a detail sectionalview-taken as yindicated bythe line 8 1 of Fig. 5.

Fig. 'I is an enlarged, sectional view of a portion of the dash mounted control of Fig. 1.

Fig. 8 is an enlarged side view, partly in section and partly in elevation, showing the Fig. 1 power transmission.

Fig. 9 is a sectional forwardlyas indicated by line ill-Il of Fig. 8,v

showing the transmission portion of the remote Fig. 11 is a side elevational view taken as indicated by line ii-l i of Fig. and showing the transmission with the cover removed.

Fig. 12 is a horizontal sectional view or the transmisson,.the parts ,being shown in neutral position.

Fig. 13 is a. fragmentarysectional view taken along line i3i3 of Fig. 8.

Fig. 14 is a, sectional view through the upper vacuum operated servo-motor illustrated in elevation in Fig. 12.

Fig. 15 is a. similar view showing f the servomotor in its actuated position.

Fig, 16 is a detail section Fig. 15.

Fig. 17 is a sectional view through the lower vacuum operated servo-motor of Fig. 12, the parts thereof being shown in neutral.

18 is a wiring diagram of the transmission control mechanism.

We have illustrated the principles of our invention in connection with a motor vehicle drive wherein the usual engine A transmits itsdrive through clutching means B, C, within casing 50, the drive then passing through the change speed transmission D and propeller shaft 5I (Fig. 2) `to along line IP IS bf board Si to spring 62 to thrust through'asystem of pivotally pivotally mounted at on the toe -iointed links It, N a connectinglever' it, the

Vlatter being pivotally supported at 0 8.

view of the'remote control taken as indicated by line 36 elevational view through the speed ratio changing transmission which is il1us' the differential 52 and thence to the vehicle..

m lever u has fastened thereto a. second 1evvor 1I. directed ,forwardly to provide spaced fingers 14, y1l in thepatli of anaetuatorfli of a.

snap switch 11 which controlsth vltickdofwn,'shiftv mechanism. 1', i' 'I'he klckdown I responseto the n to substantially whereupon fliege as by' sho vng fthe-y gagenientofthe synchronous constitutesz one f 'of f upon restoration 'off ii Atritt/.is restored by other means which described. v

We preferablyitransnilt drive from the engine A to the .tansniis'iii 'through disencomprisng a nui'dcouplin'g gageable clutchme'ans preferably ,',ir'i` lconjunction B of the kinetic type.

with a releasable clutch C of vvconventional design..

the latter being employed-tfacilitatel manual shifts in the transmission` D "a'nd to accommodate stopping of the car in gear without tendency of the coupling B to cause creep particularly in such instances where the engine idle is set high as during winter starting.

The engine crankshaft impeller 19 to circulate the coupling fluid in the passages of the impeller and thereby to drive the runner in the well known manner. The runl ner 80 -drives the member 8| ofthe friction clutch C which may be of any commercial design. vThe driven clutch disk 82 is fixed to van intermediate Adrive shaft 88 and is drivingly disengaged by depressing clutch pedal 8l (Fig. 1) Vwhich slides the throw-out member 85 forwardly to operate lever 86 for unloading the clutch driving pressure plate 81, springs I8 loading this plate yand engaging the clutch when pedal Il is released.

Shaft 83 extends rearwardly into housing 89 of transmission D (Fig. 9) where it is formed with a main drive pinion 90 and a set of external .clutch teeth lili which are adapted to slidably engage internal clutch teeth |02 formed on the synchronous coupling clutch slee've Q. A bali 18 drives the coupling (as viewed whcnld bearing 10,.jour nals thel shaft 8x3 in thecasingl80 4 as illustrated9 n Pilotedfmthe hollow portion 1 ortherearwari lbvfxeansbf e bearing 921e vingspnnedtheretc at il ahah im formetimthextemal .teeth tu :neatly `with the-internat teeth jitter-the.; shixtjabie clutch z sleeve Q.1"Thev latter 'le wardly or rearwardly. by` ineens of shift uz 'fixed ythat longitudinally rientrati mi (Fig. 1o) aispcseden theieft-.side or sh kingiorwarciyof the vee hiele).

mw giereemittenti` Life The intermediatetransmission driven" shaft 83 is adapted te, ,drive the taushait Cm byfmeanjs fin about to be described, the latterbeingginf `turn*` adapted'for connection'to the propeller shaft 87|,`

fastening rriearisi` 81 being |03 is y. also ada 0ted to e shift 1yoke |201 lorie Sic y gear'lilifialsoIV A` pair' of. synch n ng lockeririnjg's'j ns erefrespeetiveiynisp' sedbetweeiithe hub. ma andl gears 80 `and(v 0,01; andare drivenA :with hub |04.` 'with` slight'frotational clearance. `These.

blockers'havecarn teethl I8 and ||1 respectively having pitch `cirtiles-id :i'e sarne 4as* that, v,of "sleeve l teeth |02 and'teetliwl and-I |0,` the latter being formed 'integrally on the"forward face of gear with internal` cone-shaped lth'reat'led` surfaces which are adapted to `frictionally engageithe cone-shaped clutch surfaces |01 and respect`v tively formedintegrally on the gears `9|! and |09. If desired, energizing `springe 22vinaybe provided between fthe blockers to lightly' urgethem into engagement with the cone surfaces |01 and i thereby-preventing shift ofthel sleeveHQ so long as the parts tobe engaged are rotating at differrespectively sothat the blocker teethh||8 and .lllV are `misaligned with the sleeve teeth |02 `1 :maybe n t withalugfltlrand a slot |32.; The lug lll is .yoke

'- teeth inl thereby positively clutching shaft es u u The rearward lshift of sleeve `Q to clutch with the teeth fl |0 of gear |08" vis similarly synchronously affected under controiorthebiockerringilc.

seenthatthe shift 4yoke n.2 is provided adapted to be engaged. by a finger `|33 carried by pin |31 rockably secures Lthetru'nnion |34 ou ,the rockshaft 'as illustrated. The finger |22 is also adapted toengagejza slot "lllinthe reverse shift.

yoke no when'rcckeu abuttheaiusor thel phi l spring |31tendstoremainengaged withthe yoke ||2.

)l ieverltl piveteti in the contrat m bears on 'the initier and. is operable to roer the truiinion aboutthe axis of pin |01 to engage 'the finger withthereverse shift yoke |20. Suitable detents V|42 are provided to yieldably retain `the railsin their; shifted positi practice.

."Thelever V| byfmeans of the pin I4|, a Bowden cable |88 1ever 41 which is attached by linkage about to be ai i a1`-tus--4 1 t t The slot |32 in yoke |`|2 is adapted to receive ailnger |44 carried ,bya rockshaft |45 towhich a shift lever |48 isgconnected as shown in Figs. 8

and 12.`` TheA shift lever |48 is adapted for oper` vation by ajservo-niotorE as will be described.

to lgiving-the leverV |48 in one direction by spring pressure and inthe opposite direction `by diifer-` ential-iiuid pressure operationof the piston'. The remote control mechanismy for operating the shift lever |41 and Bowden wire mechanism |58Uwill now be described, reference being made toligs.v l, 3 and 6, inclusive,aiidi10 to 12,`inc1u` sive. A s may beseen from Figs. land 3, the fixed steering post |89`of th vehicle housing the 4usual steering shaft |80 isfoperated by the hand hgageable steering wheel |8|. Rotatably jour- -nalledjwithin the post |80 is a hollow shaft as' sembly |82 connected by pivot pins |83 with the yoked inner end |84 o! a manuallyoperable shift y lever :|88 which extendsfoutwardly `through an ent speeds. These synchronizing vblocker rings are more fully vdescribed and claimedv in' the copending` application of Otto Fishburn, Serial No. 180,840, filed December 20, 1937; and which has eventuated- -in Patent No.` 12,333,165, `dated November 2, 1943, -and reference is made thereto for a more complete description ofthe synchronizing .blockeraction thereof. l y

When the sleeve Qis moved forwardlythe teeth |02 thereof engage-the cammed ends of the blocker teeth ||6 thereby urging the blocker underpressure' into engagement with the cone-` shaped clutch surface|01 whereupon` `gear00 tendslto be synchronized.withshaft` 83. When the clutch teeth |0| and ||8 are rotatingin synchronization, the pressure ,onp the` blocker teeth will causethe blocker Il! to rotateslightly` relative to hub |04 to permit the sleeve teeth |02 yto pass through theblocker teeth ||6 and engage arcuate opening` |88 formed in the head |81 which is xed to `post |88. Movement of lever |88 fore and aftaboutthe axis ofshaft |82 will oscillate this shift about its axis while movement of the lever up and down will rock the lever about a. fulcrum |88 to cause reciprocation of shaft |82 along its axis. t

`At the lower end of shaft |82, there is a lever fixed thereto, this lever having an intermediate inside face portion |10 always engaged by the upper end of a plunger |1| fixed to the upper end ofthe Bowden wire |58.` Aspring |12 operates to yieldinglyurge plunger |1| upwardly into engagement with lever face |10 as shown in Fig. `5.

115. The beucrenk operates a second link |16 ew arti uieriyftoriraic than.

A truirinioufineniber "tu, 'Ineiattef is carried by `Ya reekshait.:iaisgieurntmei inthe cover las. t A

y u u ,irsfeariied-by thefeeksuart lis biases the trunnion |84 to such position that the"`flnger ons in accordance with usual u 40 is operated bya lever |43` (Figs)L u 1` and. 8') pivote'd on theoutside of the cover |10 being jattachedto the lower end thereof (Figs. 1 anda); The rockshaft |28 is operated by'a shift described tothe manually operatedremote shift The servo-motor E is preferably actuated byvacfrom the intake manifold 54 and is adapted* amaze;

which has articulated connection with the shift lever |41. y

In order to effect reverse drive setting of the transmission as so far described, the lever |85 is first rocked upwardly about the fulcrum |68 to l5v thereby push shaft |82 downwardly of the steering column and cause lever portion |10 to operate .through the Bowden wire |-58Ito swing lever |43 (Fig. 1) clockwise about the pin |4| thereby rocking the trunnion |34 about pin |31 and en- 10 gaging the finger |33 in slot -|38 of lyoke |20. The lever |85 may then be swung'clockwise ofthe steering column to cause `theleVer |41 to rock shaft and thrust yoke |20 rearwardly and effect rearward shift of rail |38thereby meshing 15 idler gear ||8 with'gears |08 and |2|. Clutch Cy which is preferably released during manual shift- ,Y ing of sleeve Q and reverse idler gear y|I8 may Y then be engaged andthe vehicle driven in reverse. l

effected by swinging shift lever |65 in a clockwise direction while in its lower path of movement whereupon lever |41 will be swung clockwise of Fig. l2 and finger |33 will be swung out of engagement with lug |3| of yoke ||2. The spring 25 in the servo-motor. E (to be described in detail later on in this specification) will then move'the yoke ||2 rearwardly through the intermediary of the lever |46 and finger4 |44 and sleeve Q will be engaged with clutch-teeth ||0 of gear |08. Ener- 30 gization of motor E by means to be described will cause sleeve Q to be shifted to engage clutch teeth |0| of gear '90. When sleeve Q is in its rearward position the drive to shaft 93 is a reduction drive through gears 90, 96, |08 and |08; and when 35 sleeve Q is in its forward position the shaft-93 is driven directly from shaft 83.

From the foregoing, it will be apparent thatv drive from the engine crankshaft 18 may be transmitted through the fluid coupling B and friction clutch C to the driven shaft 83 which may be driven at the speed of the shaft 83 and inthe same direction; at a reduced speed and in the same direction with respect thereto; or at a reduced speed in a. reverse direction with respect thereto. I

Referring now again to Fig. 9, it will lbe seen that the shaft 95 terminates at its rearward end in an enlarged hollow portion |15 and is supported in the casing 89 at this point by means of `60- an anti-friction bearing |16, the casing 88 being suitably formed at this point with a wall 68 for receiving the outer race of the bearing. A snap ring |18 engages a suitable recess in the wall portion 68 for retaining the bearing in position.

Onthe rear side of the partition wall 69, the portion |15 of the shaft 93 flares outwardly still further and is formed on its outer peripheral portion -with spline teeth |23 which are adapted t0- engage a set of internal teeth |24 formed on an 60 annulus gear |26. A snap ring |25 engages a slot cut in the gear and retains the gear against forward displacement.

The annulus gear |26 comprises the driving gear of a planetary gearset which also includes a sun gear |21 rotatably carried on the tail shaft |03 and a set ofplanet gears |28, thejlatter being rotatably mounted on axles |28 carried by a carrier |30. The latter is splined on the tail shaft |03 at |3| and is separated from the enlarged 70 portion |15 of the shaft 93 by an anti-friction bushing |11 which permits relative -rotation between the shaft 93 and the sun gear.

The annulus gear |26 is provided with teeth which are adapted to be engaged by teeth |8| 78 8 carried by a slidable clutch member R. The latter is carried. by the carrier |30 for sliding movement relatively thereto. A blocker element |82 and a pair ofoverrunning roller clutch devices |83 and |84 are associated with the sleeve R in such manner that the sleeve is blocked against forward shift to engage the teeth 80 except when the speeds of the sleeve and the annulus gear |26 are synchronous. When ythe sleeve R is in the Fig. 9 position the drive from shaft -83 to |03 is a reduction drive through they planetary gears,

the sun gearl21 being prevented from reverse rotation by the overrnning rollers |84 whichA lockr said gear to the rear casing extension |85.

When the sleeve Risengaged with the annulus |28, the shaft .|03-is. driven directliy from fthe' shaftr 83. The functions of the overrunning roller clutch |83 and `of, the other parts of the blocker mechanism not vreferred to are fully de- Forward drivesetting of the transmission is. 2'0" i Carl A. Neracher, et al.k

scribed in the aforesaid copending application of Clutch sleeve R is shiftable by ashift yoke 202 which rotatably engages the same in the usual manner. The yoke 202 has an integral elongated boss portion 203 which is sildably carried on a s'hift rail 204,- the latter being mounted in a pair of axially aligned bosses of a cover 205 fastened to the casing 89 on the right hand side thereof (looking forwardly of the .vehicle) as illustrated in Fig. 12. lThe yoke boss portion 203 has integrally formed thereon apair of spaced lugs 206 adapted to receive between them the rounded end 201 of a shift lever 208fcarried by a shaft 209. The latter is rotatablycarried in a suitable bore in the cover 205 andv at its outer end carries a second shift lever 2|0. The upper end of the lever 2|0 is operably connected by a link 2|| with the opertaing rod 2|2 of the servo-motor F.

The servo-motor F in the present embodiment is of the so-called vacuum type as the fluid medium used on the motor piston is rendered' effective by subjecting the piston to the vacuum of the intake manifold of the engine (see Fig. 14). Thus, a chamber or cylinder 2|3 houses' a piston 2|4 of the diaphragm type, the latter being fixed to a hollow piston rod 2|5 which has the front and rear abutment members 2|6, 2|1 assembled therewith in fixed relationship. Air under atmospheric pressure is unrestrictedly present in the chamber 2|8 as the exible dirt seal 2|8 is not air tight. The other chamber 2|9 of the vacuum motor F is selectively placed in communication with either a source of pressure fluid different from atmospheric pressure such as the intake manifold of the engine A or else Wtih the atmosphere when the chamber 2|8 is vented.

The vmotor housing 220 slidably receives the front end of the piston rod 2 I5 and has a cham- Y ber 22| which is open to chamber 2|9 by a passagef222. Upper and lower valve seats 223, 224 define passages for respectivelycontrolling the venting and vacuum supply tovchambers 22| and 2|8. A second passage 225 through the motor housing 220 connects the chamber 22| with the outside atmosphere under certain conditions of operation and the chamber 22| is placed in communication with the low pressure of the intake manifold under other conditions of operation by way of chamber 228 and passage 221.

In order to control the admission of vacuum or atmospheric pressure into the chamber 2|9, We have provided an electrical solenoid L having an armature plunger'228 yieldingly urged downwardly by a spring 228. This armaturey plunger has a lower extension formed with valve parts 230, 23|

adapted respectively to engage the valveseats 223, 224` thereby to close and open the passages' through saidseats. In Fig. 14` thesolenoid L is4 shown in energized condition, thearmaturel 228 beinglraise'd against spring 229A seating valve 23| and opening valve 230 ythereby venting? chamber 2| 9 to the atmosphere, by way of passage 2,22, chamber 22| and passage 225`and permitting piston 2|4 under certain conditions hereinafter set forth to move rearwardly under the action of a spring 232 to move clutch sleeve RV to its disengaged position. In Fig. 15, the solenoid L isshown' deenergized, the amature 228 having been lowered by spring 229 thereby setting valve 23|)` for opening valve 23| and cutting loil? communication between the chamber 22| and theatmosphere and opening chamber 22| to the vacuumcsupply, vacsure tluidoperated stroke (Fig.`

spring .autonom Contact 24| awayiirom the terminals 239 and240.

When the piston 2|4 `is atthelimitof `its pres# ),-a second to allowv switch groove 245 receives the ball 242 N to` remain operi.` However, whenever the pis'- ton` moves between `the Fig. 14 andFig, `15`fposi tions, switch N is closed and depending upon other conditions, the engine ignition may then be interrupted Thus, when the motor F is vented in Y Figglpositlon, the' piston 2| 4 in taking up gap uum alwaysbeing present in chamber 226 during operation of the engine A. Lowering of thepres-` sure in chamber 2|9 causes piston 2|4 tomove forwardly compressing spring 232 and moving rod' 2|5 forwardly or to the left as viewed in.`

sleeve R may move forwardly only to the blocked position of the sleeve while the piston 2|4imay continue movement to the end of its stroke accommodated by loading of spring 233 against the headv 234. Then when the mechanism has functioned to synchronize the teeth |60, |6I, as'will be explained later on in thendescription, lrod 2|2 will be actuated by the preloade'd spring233` to move the clutch sleeve R f'rwardly into engaged position, the teeth IBI thereof meshingwith the teeth |9|l`of the annulus gear |26.

In Fig.15, the rod 2|2 has moved forwardly to the limit of `its travel, the sleeve R being fully clutched `whereas the piston 2|4 has overtravelled rod 2 |2to the extent of the gap 231 between abutmentZI-'l and the end of the enlargedportionof. the `rod 2|2. When, with the parts positioned as` shown in Fig. l5, solenoid L is energized tto vent chamber :2|9, itwill be apparent that rod 2|2 may remain stationarywhile spring 232 moves piston 2|4- rearwardly until the abutment 2 I1 en-l gages the shoulder 238 of rod` 2|2. This arrange-l ment is utilized to eil'ect unloading of the clutch teeth |60, |8| whereby sleeve R may be shifted out of clutching position as will be presently made clear. Therefore, after the piston has closed the gap 23T in unloading the clutch teeth, spring 232 thereupon moves the piston 2|4 to the Fig.` 14 position releasing the sleeve R.

The unloading of sleeve R is accomplished by the momentary grounding or shorting ofthe engine ignition system under control of an ignition interrupting switch N. This switch hasterminals 239, 240 open as shownin Figs. l4and `l5for normal operation of the engineigniti'on system .l y Y 1 fnasmuch'as'.the'solenoid L'will ordinarily bej-Y I 1o' tion to hold Vthe sleeve Vengaged but lt -is 'desir` able with our illustrated arrangement to render y closed to render the ignition systeminoperative in conjunction with further controls to be de,- scribed. The switch terminals are bridged'and` the switch thereby closed by a movable contact 24| in the form of a reciprocable plunger resting on a balldetent 242 which in Fig. 14 isseated in groove 243 of rod 2|5 thereby allowing switch action of the pressure iluid thereon, rod 2|2 andY 231 wiiiau'se baum thefball-willentergroove243 andtheswitch willv` be opened.

In order to latch" the sleeve operating' means". 1

intoclutch engaging position so thatonce the motor F has been `operated by pressureiluid to engage the clutch sleeve R with the annulus gear |26; the sleeve will not thereafter tend'tol' disengage because of `variationsfin the pressure on opposite sides of the piston 2 is provided which operates independently of thef` fluid pressure. operated means.

operating means for clutching shift in advancefof actual clutchingfoi the sleeve pressurepuid after loading will not effect the subsequent Vclutching engagement of the `sleeve.`v This featureis particularly advantageous inY connection with the use `of intake manifold vacuum for operating the piston because the presence of a vacuum Adepends of course upon the-throttle valve opening and accelerator pedal position.

The `latching mechanism comprises a latch member 246 pivoted at 241 in chamber '228 and yieldinglynrged downwardly by "rat trap spring 248 so that when solenoid L is deenergized, the

lower end of theflatch will engage the `forward end of a latch groove-249 in'rod2|5 when the piston2l4 is urged forwardlyonitspower stroke, to thereby hold the piston in the Fig. 15 position independently of the continuedpresence'otgva seating of the armature valve part 236 such that uumin chamber2I9. i A

The latch member 246 has a pairoi l,in-turned lugs 250 (Fig. 16) which when thepartsare in their Fig. 15 position overlie a shoulder 25| formed on the lower end of the plunger 228, there` being aclearance between the shoulder and lugs so that latch 246 may seat independently ofv the when the solenoid L is energizedto vent motor F, the armature=226 will have a certain freedom of movement for a hammer-blow contact `with the lugs 250 so as to insure release of latch 246 from groove'249.

i This mechanism* also permits the pressureuid to load'the sleeve As a. means of manually engaging clutch sleeve Y R with the teeth |80 of the annulus gear |26 in cases where `the vacuum supply fails, we have provided independent control devices operable byV the driver and Abest shown in Figs. 1, '7, 14 and 15.

,'I'he vehicle dash 252 carries a knob 253 connected to a Bowden wire mechanism 254" with the abutment 2|6 so that whenthe `driver pulls the knob, the piston 2|4willlbe moved forwardly the same as though pressure iluid was causing Vstrelre and clutlchfsleeveR will vbe en- "deenergized at thistime, the latch 246'wil1 functhe solenoid L inoperable to unlatch therod 2|5 if there `is no vacuum so that the piston 2|4 will sta-y in the Fig. 15 position after the above described manual operation. To this end we have provided a dash switch P (Fig. 7) which comprises a. pair of electrical terminals 256, 256 normally bridged to close the switch by a. spring contact piece 251 held in position by a suitable dog 258 fixed to the Bowden wire 254. When the knob 253 is in its inoperative position as shown in Fig. 1, the contact piece 251 of switch P completes a circuit (to be described later) between terminals v255, 256 but when the knob is pulled out to effect manual clutching operation of the sleeve R, the dog 258 moves to the position 258' and contact piece 251 springs downwardly to the position 251 to open switch P which will thereby maintain solenoid L deenergized so that latch 246 may function.

Referring now to Figs. 12 and 17, it will |be seen that the motor E which actuates the sleeve Q is similar to the motor F except for changes made necessary because of the necessity for providing an intermediate piston position corresponding to the neutral position of the sleeve.

action closes the switch 282 thereby energizing solenoids L' and 263 (as will be explained in de- "'fr tail) and effects release of the latch 21| from the groove 269 while at the same time opening the pipe 266 to suction.

The switch 282 is in such position that the plunger 28| thereof is not engaged by the tab 280 when the finger |33 is engaged with the reverse yoke and a pin 283 is disposed (Fig. 10) in such position with relation to the tab 280 that it holds the trunnion |34 in its rocked position while the reverse gear ||8 is engaged thus preventing accidental unlocking of the motor push rod 212.

A switch 284 is mounted in the casing in such position that the plunger 285 thereof is engaged by the reverse rail |38 when the latter is in neu- The motor E is supplied with vacuum through a pipe 260 which leads from the intake manifold to a valve V. The valve V has a stem 26| formed integrally with the plunger 262 of a solenoid 263. A spring 264 urges the stem downwardly against the seat 265 to cut of! vacuum from pipe 266 which leads to chamber 262 of motor E. vWhen solenoid 263 is energized, the plunger 262 moves upwardly and opens the pipe 266 to suction. The piston rod 268 is provided with two latch grooves 269, 210 for reception of the latch member 21| which is adapted to latch the rod i-n direct and neutral positions. The rod 268 is connected through a rod 212 to the shift lever |46, a spring 213 being arranged between the rods to provide a lost motion connection similar to that described above in connection with motor F.

The diaphragm 214 is moved in one direction trai position The switch 284 is closed under such conditions and opens by spring pressure in response to shift of the rail |38. When the switch opens the motor F is rendered inoperable to shift sleeve R into kickdown position as will be presently made clear.

Referring to Fig. 18, it may be seen that the vehicle battery 286 is connected to ground at 281 and to the starting motor 288 by a wire 289. From the starting motor, a wire 290 is connected to the vehicle ammeter 29| and a wire 292 leads to the ignition switch 293. From the ignition switch a wire 294 leads to one side of the solenoid L to which it is connected by a jumper 295, the other side of the solenoid L being connected by a wire 296 and through switches 284 and P to the kickdown switch 11, the other side of which is connected to ground at 291.

to shiftv the sleeve Q into low range drivingposition by a spring 215 and in the opposite direction to shift the sleeve into direct driving position by vacuum admitted through passage 216. Avent passage 211 is also provided.

- Whenever the car is being driven, the countershaft cluster 91 is drivingly connected with the intermediate driven shaft 93 and this relationship is conveniently utilized for controlling the automatic operation of the sleeve Q as a function of car speed in a manner now to be described.

Referring to Figs. 9 and 13, it may be seen that the cluster gear |01 drives a worm 218 having a shaft portion which drives a governor controlled speed responsive switch G of any suitable type. The switch mechanism G is so constructed that a di'erental is effected in the operation thereof such that as the car is accelerated or brought to a stop the switch G is caused to close at a much slower car speed than that required to open the switch although such relationships may be varied as desired. However, for reasons presently apparent, we prefer to hold the switch G open during normal stopping of the car in traffic until the car in its direct speed ratio has been decelerated to a speed slightly less than the normal idling speed of the engine A in order that the reversal of torque necessary to unload the clutch sleeve Q may be effected.

Referring now to Figs. 10-13, it may be seen that the trunnion |34 is provided with a tab 280 which is adapted, when the finger |33 is in engagement with the yoke H2, to engage a plunger 28| of a switch 282 when the rockshaft |35 is rocked in a clockwise direction in Fig. l2. This The Wire 296 connects with a wire 298 which leads to one side of the ignition grounding switch N and the other side oi' the switch N is connected through a wire 299 with a wire 300 which leads through a clutch pedal actuated switch 30| to the distributor 302. A jumper wire 303 connects the distributor with the ignition coil 304, the other side of said coil being connected to the hot wire 294 by a jumper 305. The hot wire 294 also leads through the switch 282 to one side of the solenoid L' of the motor E to which it is connected by the jumper 306. The other side of the solenoid L' is connected through a wire 301 to one side of the governor switch G, the latter being grounded at 3|0.

The wire 301 also connects with one side of the ignition grounding switch N', the other side of this switch being connected with the wire 300 which leads through the clutch pedal switch 30| to the distributor and ignition coil. The actuating solenoid 263 of the valve mechanism V is connected by a jumper 3|I to the wire 294 and is grounded at 3|2.

The operation of the transmission is as follows:

Let it be assumed that the motor vehicle is at rest with the engine stopped, the ignition switch 293 in the off position and the manually shiftable control lever |65 in neutral. Under such conditions, there will be no current on in any of the actuating circuits of Fig. 18. Therefore the motor E will be in the condition shown in Fig. 17, the latch member 21| being engaged with the groove 269 under the influence of the spring 229',

thereby locking the actuating rod 268 in the po V will be positioned as shown in Fig.' 17, the

spring 264 of the solenoid 263 urging the plunger 262 downwardly, closing the valve and cutting oi Y' the'vacuum from. the motor E. The sleeve R will be engaged With the annulus gear |26, the motor F being inthe position shown in Fig. 15 with the actuating rod 2|5 locked in the direct drive position by the latch member 246, the spring 229` urging the plunger 228 to such position that the rod 2|5 remains locked in direct drive--p0slition .i

whenever the solenoid L is deenerg-ized. v -.Itlwill be noted in this connection that thesle'evel't` is normally in direct drive positionwhenfthe vein neutral, vacuum being then "on inlthemot'or F, and although the vacuum is lost when the .l engine is stopped, the sleeve R is retainedin di rect drive position by the latch 246 asl aforesaid, since the solenoid L circuit is then open.

`As soon as the ignition switch 293 isf turned on preparatory to starting the engine A by the usual starting apparatus, wire 294 will be connected to the battery 286. The position' of sleeve Immediately uposlight rotation 0f shaft 93. when'the-clutch is engaged, the sleeve Q will 'teeth nu er teeth l1 when the iaten iseleased,

the spring 215 will remain compressed andthe sleeve will be biased toward its engaged position.

complete its rearward movement to engage teeth When the vehicle hasbe'en accelerated to a speed at-which the. contacts .ofthe governor .um hicle is brought to rest with the manual control R will not be disturbed, however, because the.V

circuit to ground through the solenoid L is inl complete, the kick-down switch 11 being open.

The circuit to the solenoid L' and the solenoid 263is also incomplete because. under the aforesaid conditions, the switch 282 is open. Therefore, the sleeve Q will remain in the neutral position. V

In order to set the transmission mechanism for forward drive, the operator depresses the clutch pedal 84 thereby releasing the main' v,clutch ,C and swings the manually operable shift-lever. i |65 in a clockwise direction `while holding .it in f its lower path-of movement, which action ,shifts the finger |33 of the trunnion |34 away from thprojection |3| of the yoke H2 to low range posi tion due to the lost motion connection therebe'- tween and closes-the switch 282 :by engagement.

, ing accelerated, is unnticeable.

nemen resse 'msm 4.resltrward Vthrust o" shi --swi'tch'GAopen (for example, 15 M. P. HJ, the '.SOlenodhL'-.willgbe-deenergized (the switch 202 -beingclosed ,sincethe' manual shift lever is still in forward residen-'and wilrncrmany be maintained there except when'the vehiclefis to beset for reverse drive) and solenoid lplunger 228' will be moved downwardly eby spring 229' cutting oil e communication of the motor cylinder of motor E with the atmosphereand opening thechamber '2|il` to suction through passage V216 `whereupon piston diaphragm 214 `will thrust rearwardly- .f compressing springs 215 and 213. `This movel :ment willshiftthejrod .268 to such position that Vthe groove A210 willlreceive thelatch member 21| andthe rod'wl1` -be'retainedin' its shifted position `regardless of vacuumconditions existing in the 'manifoldpDuring the movement of the rod 268 from its low rangeA position to 'high range position`,"the switchv N will be momentarily closed. `This closing of the switch N', however, hasno function at this time since the switch G is in open circuit position and, when it takes place under conditions duringfwhich the vehicle is belwhen` the jrouy izsmoflthe `meter E. is-iatched in aspring 213 is exerting a lever 146 .-.andgconse- 'fluently sleeve 'Qfis' urgedl forwardly.' However,

u because of the'driving load on thefinternal teeth of the tab 260 of the trunnlon with the plunger zal thereof. 4nmnednaeiy that theswiteh m is closed, solenoid L and solenoid 263 areenergized. The plunger 228' of solenoid L moves upe.

wardly to' .unlatch the rod 266 and at the samel time cut on communication between the chamber 261 and the chamber 2|8' ofthe motor E. Spring 216 will thereupon immediately thrust thediaphragm '214 forwardly which action swings` the lever |46 (Fig. 12) clockwise about the shaft |45 and shiftsthe yoke ||2 rearwardly of the transmission thereby engaging the sleeve Q with the clutch teeth ||0 of the low range driving gear |09. At the same time theplunger 262 of solei noid 263thas moved upwardly, opened the valve and established communication -between the pipe 260 and pipe 2,66. In view of theA fact that the clutch pedal 94 is depressed at this time, thev sleeve Q will undoubtedly move into engagement with the clutch teeth I l0 without interference by the blocker teeth ||1. `Therefore the spring 213 of the motor E has no function at this time.

The driver may then engage main vehicle clutch C and accelerate the vehicle forwardly, the drive from the engine A being transmitted to theV rear wheels through the coupling B, clutch C, main drive pinion 90, gears 96; |06, |09, sleeve of the sleeve Q, theV latter cannot be shifted until torque is relieved, which action may beraccomplished by momentary release of the' accelerator pedal. At the instant the accelerator pedal is released and the driving torque of the motor drops, .the driving force imposed von the teeth |02 of the sleeveQ by the clutch teeth I |0 ofthe gear l `|09 will be relieved and the sleeve Q will be rapidly shifted forwardly out of engagement with the clutch teeth I0 and toward engagement of clutch teeth |0I of main drive pinion 90. The sleeve Q, however, will not shift into engagement with the clutch teeth |0| until the pinion 90 and shaft y93 which carries the sleeve Q are rotating at syn- I chronous speed, engagement of the 'sleeve teeth Q, hub |04, shaft 93 and shaft |03. The planetary gearing in therear of the transmissioncasing then being locked up in 1 to 1 ratio as aforesaid. As mentioned in the first part of the specification, it has been found that withthe above arrangement of gearing, a starting ratio of 7.00 to 1 may be obtained, which ratio provides satisfactory breakaway particularly when used with a fluid coupling. K

Should the teeth of sleeve Q dead end against with the clutch teeth |0| being prevented by the action of the blocker member H4 in the well known manner.

pinion which has been rotating at a faster rate than shaft 93 falls off in speed with the engine and at the instantthat the rotational speed of the pinion 90 falls to the speed of the shaft 93 'and sleeve Q, the latter will be shifted through the blocker teeth vto engage theclutch teeth IDI. The sleeve-Qisthen in high range or direct drive position and depression of the accelerator pedal will resultin the vehicle being driven in direct drive ratio.

, The/vehicle will continue `to be driven in direct drive so-far as the clutch sleeve Q `is concerned so long as the speed of the rvehicle is maintained above the speed at whichA the contacts of the gov.-

ernor switch G are designed to close; It has been found that a governor .switch closing speed of ape proximately 10 M. P; H. is suitable for average driving conditions. When the governorfswitch G' 1 However,v as the throttle has been closed by release of the accelerator-pedal,

closes, solenoid L' is energized and plunger `228' moves'vupwardly unlatching the rod 268 and permit the spring 215 tofthrust the rod 268 forwardly to take up the clearance existing between the head 2 I1' and the rear end of rod 21.2. This clearance is slight and corresponds to the clearance 231 illustrated in Fig. 15 for the motor F and permits the rod 268 to move forwardly sufficiently to close the switch N, which action connects the distributor 302 to ground, thereby shunting the ignition system and relieving the driving thrust existing between the clutch teeth and the sleeve Q. Upon release of said driving thrust, the spring 215 of motor E thrusts the rod 212 vforwardly to the full extent of movement permitted the diaphragm 214 and the sleeve Q is shifted rearwardly into engagement with the clutch teeth ||6 of the lowI range driving gear |09 under control of the blocker member I l as hereinafter explained. The ignition system is restored at the instant that the sleeve Q reaches neutral position as can be readily understood by a reference to Fig. 17 wherein it may be seen that the groove 2M which is adapted to receive the ball operator ofthe switch N' is elongated in such manner that the switch N' is open in both neutral and low range position. The vehicle will thus Abe driven in low range until it is again accelerated to a speed above the opening speed of governor switch G whereupon the shift to high range may be accomplished by momentary release of the accelerator pedal as aforesaid. It should be noted that when the vehicle is being driven in high range, the speed of the pinion is the same as that of the shaft 93 while the gear |09 is being driven through the countershaft clusterl 91 at a slower speed relatively thereto. Thus, the shift of the sleeve Q from high range lto low range may be readily accomplished, the blocker l |5 functioning te prevent engagement of the sleeve Q with the clutch teeth ||6 until the speed of shaft 93 has dropped to that of the gear |09. If the operator should depress the accelerator pedal during the period that the sleeve Q ispassing through neutral, the speed of the gear |09 will be increased and the shift will be made at the instant that it comes up tothe speed of the shaft 93.

When it is desired to bring the vehicle to a stop, the clutch pedal 84 is depressed to disengage main clutch C and lever |65 is swung in a counterclockwise direction to neutral .position whereupon .to permit latching of the rod 268 in neutral, communication between chamber 261 and 2|8 of the K motor E is established and unless the vacuum existing in pipe 266 is cut off, the sleeve Q would be moved to high range position, the latch 21| of course being incapable of latching the rod 268 against movement in both directions,

The kickdown mechanism for controlling the clutch sleeve R will now be described. This kickdown control functions to step down the drive from direct to a 1.45 to 1 underdrive ratio (5.14

to 1 over all with a 3.54 to 1 rear axle ratio) in high range and to a 10.25 to 1 ratio when the sleeve Q is in low range position. Assuming that the vehicle is being driven in high range with the sleeve Q in forward position and faster acceleration is desired than that obtainable through opening the vehicle throttle, depressing of the accelerator pedal to wide open throttle position will close kickdown switch 11 and establish the main kickdown circuit through wire 296 to solenoid L. This results in energization of the solenoid L which raises latch 246 and allows spring 232 to move diaphragm 2 |4 and rod 2 5 rearwardly to take up gap 231. This closes switch N and established a kickdown ignition control circuit through wires 299 and 300 which interrupts the engine ignition and unloads clutch sleeve R, the latter thereupon being immediately shifted rearwardly from its direct drive position to its underdrive position illustrated in Fig. 9, the engine ignition being immediately restored upon the ball operating member of the switch N dropping into the foremost of the grooves 243. The action of the various parts of the servo-motor F can be readily understood by reference to Figs. 14 and 15. Fig. 15 shows the parts of the servo-motor F in the direct drive position while Fig. 14 shows them in kickdown position. Inasmuch as the accelerator must be fully depressed to cause operation of the kickdown mechanism, as soon as the ignition is restored the engine will rapidly speed up under wide open throttle conditions vand the reaction through the planetary gearset will immediately cause lock-up of the sun gear |21 against the casing through the overrunning clutch |84 and the vehicle will be accelerated in underdrive at a reduced speed ratio which is adequate to provide high speed acceleration of the vehicle without unduly high engine R. P. M. The whole cycle of kickdown operation takes place very rapidly and smoothly and is entirely responsive to the natural movement of the accelerator pedal downwardly into kickdown position. This kickdown function is conveniently used as a fast accelerating drive for obtaining more favorable torque multiplication as, for example, when passing other cars on the road, climbing hills, etc. When the accelerator pedal 59 is released, a direct drive through the planetary gearset is automatically synchronously obtained. By preference, this direct drive is not restored after kickdown until the accelerator pedal 59 is substantially fully released, it being noted from the drawing that the nger 16 of the kickdown switch 11 will not be engaged by the finger 14 of the lever 13 until the accelerator pedal is substantially fully released. This prevents undesired operations of the kickdown mechanism and changes in the speed ratio within a narrow range of accelerator pedal movement and is more fully explained in the aforesaid copending application of Neracher et al., Serial No. 383,190. Therefore, the kickdown switch 11 -When closed maintains the solenoid L energized and the solenoid is not deenergized to latch the piston rod 2|5, in direct drive position until the accelerator is substantially fully released, this releasealso serving to cause the vacuum to operate the piston rod forwardly thereby to shift sleeve R into engagement with the teeth of the annulus gear |26 under synchronous control of the blocker |82.

When driving in low range below the speedat which the governor switch G operates to effect shift of the sleeve Q, the accelerator pedal may be depressed into kickdown range to effect release of the sleeve R and emergency low speed ratio drive will be immediately established in a manner similar to that just described. Likewise, ordinary low range speed ratio will be'reestablished upon releasing-- of the accelerator pedal in the Vmanner aforesaid. Kickdown` of the sleeve R while t'he sleeveiQ is inlow range Vposition provides an overall-speed ratio reduction `drive of 10.25 to 1 which provides suillcient torque multi'- plication for climbing steep hills, negotiating sandy roads, etc.. besides enabling the vehicle to make an extremely fast breakaway from standstill. l

The latter is accomplished by shifting the sleeve Q into low range preparatory to accelerating the vehicle from standstill andimmediately depressvafiaaaafr ing the accelerator pedal 59 to wide open throttle position upon .engagement of main clutch Q. Ordinarily, the vehicle would be accelerated in low. range with the sleeve Q engaged` with the clutch teethl i0' of gear |08 and the'sleeve R in direct drive position with the teeth thereof engaged with the annulus gear clutch teeth |80; However, upon full depression of the accelerator l .'pedal, the sleeve R is shifted rearwardly into kickdown position by operation of the above described kickdown control mechanism simultaneously with openingof thethrottle to wide open position. Whenl suilcient `speed hasl been obtained in this speed ratio, van automatic shift to a higher ratio may be obtained by release of the accelerator, pedal whereupon sleeve R will be shifted forwardlyto directdrive position and further depression of the accelera'torpedal will resuit in driving of the vehicle in low range speed ratio. If the vehicle is travelling at a speed above In order to drive the car in reverse, the driver releases the main clutch C and shiftsl the selector lever |65 clockwise of the steering column while holding the same in its upper pathA of movement whereupon the finger |33fof the trunnion |34 shifts the yoke rearwardly to mesh thereverse idler H8 with gears |08 and |2'|. Upon restoration of the drive through main clutch C, the reverse drive then passes from the pinion 90 to gear 96, thence through gears |08, I8 and |21 to shaft 93.

As will be apparent from Figs. 11, `12 and 18, shifting of the reverse'rail forwardly to mesh the reverse idler gear will cause the forward end of the rail to disengage the plunger 285 of the switch 284 and permit the switch to open. Opening of theswltch 284 will break th'e circuit from kickdown switch 11 to solenoid L and will prevent shifting of the sleeve R while driv-` ing in reverse. Kickdown operation of the sleeve R is therefore rendered impossible during reverse drive, the extremely low ratio drive -obtainable thereby not being necessary. I

The function of the knob 253 and switch P have already been explained and-the significance of the clutch pedal operated switch is as follows. If the ignition should be cut'oif at 'switches N or N at` any time'when the condition of the sleeves R and Q is` such that coast load is imposed on the teeth' thereof, it might occur that the latch members 246 and 21| will be disengaged and the'pistons of the motors E and F will have movedsuiciently to'take up l the clearance between theoperating rods and the piston head such that the switches N and N will be operated'to ground the ignition. Under such conditions, the engine A is stalled and it is impossible to start the same unless the ignition system is reestablished. As can, be seen from the wiring diagram of Fig. 18, depression of the clutch pedal 84 will open the switch 30| and the ignition will be restored to permit th'e' engine to be started. As soonas the engineA is started,

vacuum will'be present in motors E and Fand the pistons thereof will be moved to whatever positions the solenoids L and L are set to provide. Thus, normal operating conditions will be restored. i

It will thus be seen that we have provided a simple mechanism for providing automatic shifting in a four speed transmission in which the -breakaway speed ratio differs from the kickdown speed ratio and in which an emergencybreakaway gear for fast Eet-awayis provided, all of the said speed ratios being established in response to natural'functional operations of th'e vehicle driver operated controls.

We claim: i l. In combination with a motor vehicle transmission having a member shiftable from neutral position to aj high-speed position and to a lowspeed position for establishing different speed ratio drivesthrough said transmission, a shift yoke operably engaging said member; a manually operable lever and a power operable lever engaging said yoke ;v power means foroperatingsaid power operable lever; and means operablel by said manually operable lever while said yoke is in neutral position for rendering said power means operable to shift said member.

2. In combination with a motor vehicle transmission having a clutch member shiftable from neutral position to a high-speed position and to a low-speed position for establishing different speed ratio drives through said transmission, a shift yoke operably engaging said member; a uid pressure motor connected to said yoke and adapted upon application of pressure fluid thereto to i shift lsaid member into high-speed position; a

spring constantly urging said member into lowspeed position; and holding means operatively associated with said member forholding thesame in neutral position against the action `of said spring and means including speed responsive means operable for releasing said holding means to permit shift of lsaid clutch member.

3. In combination with a motor vehicle transmission having a clutch member shiftable from neutral position to a high-speed `position and to a low-speed position for establishing different speed ratio drives through said transmission, a shift yoke operably engaging said member; a fluidV pressure motor connected to said yoke and adapted upon application of pressure fluid thereto to shift said member into high-speed position; a spring constantly urging said member into lowspeed position; holding means operatively associated with said member for holding the same i motor.

in neutral position and in high-speed position against the action of said spring; and means including a solenoid andcontrol meansresponsive to vehicle speed for releasingsaid holding means to effect shift of said clutch memberby said 4. In com-binationwith a motor vehicle trans- A mission having a clutch member shiftable from neutral position to a high-speed position and to a low-speed position for establishing different speed ratio drives through said transmission, a fluid pressure motor for shifting said member including a piston adapted to be shifted in one direction by fluid pressure and in the opposite direction by means of a spring; lock means for locking said piston in its fluid actuated position and in its neutral position; valve means associated with said motor for controlling the supply of fluid pressure thereto; and a solenoid for controlling said lock means and valve means.

5. In a vehicle power transmission having a clutch member shiftable from neutral to a highspeed position and to a low-speed position, a vacuum motor for shifting said member including a chamber having a piston therein adapted to be moved to low-speed position by the action of a spring and to high-speed position by admission of vacuum into said chamber on one side of said piston; a piston rod connected with said piston; electrically operable holding means operatively associated with said piston rod for holding the same in high-speed position, the same holding means being operable to hold said piston in neutral against the action of said spring; and means responsive to vehicle speed for controlling said holding means.

6. In a Vehicle power transmission having a clutch member shiftable from neutral to a highspeed position and to a low-speed position, a vacuum motor for shifting said member including a chamber having a piston therein adapted to be moved to low-speed position by the action of a spring and to high-speed position by admission of vacuum into said chamber on one side of said piston; a piston rod connected with said piston; a valve for controlling said motor; electromagnetic means for controlling said valve; and holding means also under control of said electromagnetic means for holding said piston rod in highspeed position and in neutral position independently of the supply of vacuum and the action of said spring.

7. In a vehicle power transmission having a member shiftable from neutral to a high-speed position and to a low-speed position, a vacuum motor `for shifting said member including a chamber having a piston therein adapted to be moved to low-speed position by the action of a spring and to high-speed position by admission of vacuum into said chamber on one side of said piston; a piston rod connected with said piston; a valve for controlling said motor; holding means for holding said piston rod in high-speed 'position and in neutral position; electromagnetic means for controlling said valve and said holding means so arranged that said holding means is effective only when said valve is open to vacuum; a second valve positioned between said first valve and the vacuum supply, and control means for said second valve, so constructed and arranged that vacuum is-cut off from said first valve when said rod is moved to neutral position.

8. In a vehicle power transmission, a driveestablishing member shiftable from neutral to a high-speed and a low-speed position; a second drive-establishing member shiftable from neutral to a reverse drive position; a pair of shift yokes for shifting said members; a shift element adapted for selective engagement with said yokes; manually operable means for selectively engaging said element with said yokes; manually operable means for operating said element to shift said yokes; vacuum operated means for oper- 20 ating said element to shift one of said yokes; and means operable in response to operation of said shift element to engage the other yoke for rendering said vacuum operated means inoperable.

9. In a vehicle power transmission, a driveestablishing member shiftable from neutral to a high-speed and a low-speed position; a second drive-establishing member shiftable from neutral to a reverse drive position; shift yokes for shifting said members; a shift element adapted for selective engagement with said yokes; manually operable means for selectively engaging said element with said yokes; manually operable means for operating said element to shift said yokes; power operated means for operating the yoke for shifting said second member, and means operable in response to movement of said element to engage the reverse yoke for locking the other yoke in neutral position.

10. In a vehicle power transmission, a driveestablishing member shiftable from neutral to a high-speed and a low-speed position; a second drive-establishing member shiftable from neutral to a reverse drive position; a plurality of shift yokes one associated with each of said members for shifting said members; a shift element adapted for selective engagement with said yokes; manually operable means for selectively engaging said element with said yokes; manually operable means for operating said element to shift said yokes; power operated means for shifting the yoke associated with the first mentioned of said drive establishing members, and means operable in response t0 movement of said element to engage the said second member shifting yoke for locking said power shiftable yoke in neutral position, and rendering said power means inoperable.

11. In a motor vehicle power transmission, a shift yoke adapted to be shifted to establish a plurality of different speed ratio drives; a rockshaft; a shift finger carried by said rockshaft and adapted to engage said yoke whereby said yoke may be shifted when said rockshaft is rocked; manually operable means for rocking said rockshaft; a second rockshaft; a shift finger carried by said second rockshaft and disposed in engagement with said yoke; and power means for rocking said second rockshaft.

12. In a motor vehicle power transmission, a shift yoke adapted to be shifted to establish a plurality of different speed ratio drives; a rookshaft; a shift finger carried by said rockshaft and adapted to engage said yok'e whereby said yoke may be shifted when said rockshaft is rocked; manually operable means for rocking said rockshaft; a second rockshaft; a shift finger carried by said second rockshaft and disposed in engagement with said yoke; power means for rocking said second rockshaft, and means for rendering said power means inoperative except when said manually operable rockshaft is set for forward driving. Y

13. In a vehicle power transmission, a shift yoke adapted for shifting from neutral position in one direction to a first drive-establishing position and in the opposite direction to a second drive-establishing position; manually operable means operable for effecting shift of said yoke to said first position from said neutral position; a lost motion connection between said yoke and said manually operable means operable to permit shifting of said yoke to said second position through the same neutral position While said manually operable means remains in its position corresponding t0 said first position; and power actuated means ananas for shifting said yoke from said nrst to said second at rest Iwith the manual selector in neutral poposition, l v i sition, means responsive tooperation of said man- 14.v In a vehicle power transmlssionL'a shift yoke ual selector to its said forward position for releasadapted for shifting from neutralpposition in one ins said holding means and for conditioning said direction toa rst drive-establishing position and motor means to eilect shift; of` said clutch means in the opposite direction to a second drivefestabto establishiithe said one forward speed ratio drive,

said manually operable means operable topermit sition `and for conditioning said 11101301 means to in response to operation of said manuauy opertainfsaid clutch means in said other drive estabdirection to a first forward drive-establishingvpogine, a driven structure adapted to receive drive lost motion connection between said yoke and motor operably connected with said member for responding to said first position; means for latchtrolling eetilation 0f Said mOOl, hding means motor adapted for operation after said operation in one of said `drive pOsitOnS and Speed IGSDOII- between said first and secondpsitions, to hold said shiftable member in the other of said 16. In combination with a motor vehicle transdrive Positions When established tlereinmission havinga member `shiftablerfrom neutral 19. In a drive transmission for a vehicle havposition to a low speed position and to a high ing an engine; a driving Structure adapt-ed tore-V ally operable element for engaging said shifter structureto said driven structure comprising a,

tion, a power operable element for engaging said y sagement and disengagement to .control operation shifter element to shift the same, power means i of said drives; a driver operable element adapted for operating said power operable element to effect for movement to a forward drive indicati-ng posishift of said member by said shifter element, and tion and reverse; power shift means conditioned means operable in response to movement of said for operation in response to movement of said manually operable element out of its neutral posi driver 'element` to said forward drive indicating tion while said member is in neutral position for position for automatically biasing one of said pair rendering said power means inoperable to effect of drive control members into yengagement to drives comprismg a countershaft type change a predetermined speed proportionate to the rotaspeed means adapted to provide a relatively slow 00 tive speed of one of said structures and while said drives and shiftable from said one drive establisho5- drive position corresponding respectively to the tween said structures than that established by neutral position and the said one forward speed 70 said onepair of members, `onemelifiber of each ratio drive positions of said clutch means, power of said pair of members being operably connected motor means for shifting said clutch means, toeach other. i Y holding means normally operable for maintaining 20. In combination 'with a motor vehicle transsaid motor means conditioned to .retain said clutch mission having a member shiftable from a neutral means in neutral position when the vehicle is 76 position to a low speed position and shiftable to atadas@ al high speed position', speed ratio drives through said transmission; a shift yoke operably engaging said member; a manually operable lever engageable with said yoke and 'operable to a position for effecting movement of said yoke to establish said member in said low speed position; an independent power operable lever also engageable with said yoke and operable to effect movement of said yoke to establish said member in said high speed position; power means for operating said power operable lever; and control means operable by'said manually operable lever for controllingv operation of said power means, said control means being so arranged and constructed as to lbe actuated by said manually operable lever when the latter is operated to eect establishment of said member in low speed position whereby to render said power means operable to effectestablishment of said member in said high speed position.

21. In combination with a motor vehicle transmission having a member shiftable from neutral position to a high speed position and to a low speed position, for establishing different speed ratio drives through said transmission; a shift yoke operably engaging said member; manually operable lever means and power operable lever means operably engageable with said fyoke for eecting movement of the latter to shift said member, said manually operable lever means being adapted to effect movement of said yoke to establish said member in low speed position and said power operable lever means being adapted to eiect movement of said yoke to establish said member in said high speed position; power means for operating said power operable levermeans; and control means for rendering said power means operable including speed responsive means and means operable by said manually operable lever means when effecting movement of said yoke to establish said member in said'low speed position.

22. In combination with a motor vehicle transmission having a member shiftable from a neutral position to Va low speed position and shiftable to a high speed position, forV establishing differentlspeed ratio drives through saldtransmission; a shift yoke operably engaging said operable lever engageable member; a manually with said yoke and operable to positions for eectfor Testablishing different Y nig Increment offsaid yoke to establish said memberin eitherfof its said'tlowan'd high speed positionsfrom said neutral position: a power operable lever lalso engageable with said yoke and operable to effect movement of the latter to establish said member'in said low or high speed positions; power means for operating said power operable lever; and control means operable by said manually operable lever for controlling operation of said power means, said control means being so constructed and arranged whereby said power means will be conditioned to effect movement of said shift yoke to establish said member in itssaid low speed position upon movement of said manually loperable lever to its position corresponding to low speed position of said member.

CARL A. NERACHER. WILLIAM T. DUNN.

REFERENCES CITED UNITED STATES PATENTS Number Name Date 2,206,221 Carter July 2, 1940 2,152,914 Price et al. Apr. 4, 1939 2,292,325 Lawler Aug. 4, 1942 1,990,690 Hantschel et al Feb. 12, 1935 1,277,299 Duncan Aug. 27, 1918 1,886,003 Garrison Nov. 1, 1932 2,031,067 Rauen et al. Feb. 18, 1936 2,162,937 Carter et a1 June 20, 1939 2,199,095 Banker Apr. 30, 1940 2,257,674 Dunn Sept. 30, 1941 2,277,800v Syrovy Mar. 31, 1942 907,711 Anthony Dec. 29, 1908 1,185,528 Oddie May 30, 1916 2,162,937 Carter et al. June 20, 1939 2,181,963 Carter et al. Dec. 5, V,1939 2,308,113 Schjolin Jan. 12, 1943 2,296,289 Mayrath Sept. 22, 1942 2,141,096 Thurber Dec. 20, 1938 1,544,909 Josephs, Jr., et al. July 7, 1925 FOREIGN PATENTS Number Country Date 321,186 Italy Sept. 26, 1934 

